Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Maximum Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5Optimum Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 Cruise Speed Determination  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7Step Climb  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7Low Fuel Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7Cruise Performance Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9Engine Inoperative Cruise/Driftdown  . . . . . . . . . . . . . . . . . . . . . . . 4.10 High Altitude High Speed Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12 Polar Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.14
Climb, Cruise, Descent and Holding -
Table of Contents 757 Flight Crew Training
 Manual

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16
Descent Speed Determination  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16 Descent Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16 Descent Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16 Speed Intervention  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17 Offpath Descent (as installed)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17 Descent Planning  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17 Descent Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17 Speedbrakes  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.18 Flaps and Landing Gear  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19 Speed Restrictions  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20 Engine Icing During Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20

Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20
Procedure Holding  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.21 ICAO Holding Airspeeds (Maximum) . . . . . . . . . . . . . . . . . . . . . . 4.21 FAA Holding Airspeeds (Maximum) . . . . . . . . . . . . . . . . . . . . . . . 4.21

Preface
This chapter outlines recommended operating practices and techniques used during climb, cruise, descent and holding. Loss of an engine during climb or cruise and engine inoperative cruise/driftdown is also addressed. The recommended operating practices and techniques discussed in this chapter improve crew coordination, enhance safety, and provide a basis for standardization.
Climb

Reduced Thrust Climb
Engine service life may be extended by operating the engines at less than full climb rated thrust.
The Thrust Management Computer (TMC) or the FMC THRUST LIM page (as installed) provides two reduced thrust climb selections.
. 
CLB 1 depends upon the specific derate thrust limit options selected by
the customer.

. 
CLB 2 depends upon the specific derate thrust limit options selected by
the customer.

. 
reduced thrust climb may also be automatically selected by the TMC
depending upon the amount of thrust reduction made for takeoff by either
the fixed derate or assumed temperature method.

. 
climb thrust reductions are gradually removed as the airplane climbs until
full climb thrust is restored. If rate of climb should drop below
approximately 500 feet per minute, the next higher climb rating should be
selected.

. 
prior to takeoff the pilot may override the automatic reduction after the
takeoff selection has been completed by selecting another option on the
TMSP or THRUST LIMIT (as installed) page.

Note: Use of reduced thrust for climb increases total trip fuel and should be evaluated by each operator.

Climb Constraints
Climb constraints may be automatically entered in the route when selecting a procedure, or manually entered through CDU entry. When the airplane levels off at an MCP altitude, that altitude is treated as a climb constraint by the FMC.

All hard altitude climb restrictions should be set in the MCP altitude window including “at or below” constraints. The next altitude may be set when the restriction has been satisfied, or further clearance has been received. This procedure provides altitude alerting and assures compliance with altitude clearance limits.
　
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